Transportation service matching with arrival estimation adjusted for external factors

ABSTRACT

Matches for load or transportation services with transportation service providers (TSPs) are established, and estimated arrival times are provided. A transportation service request is provided and a received bid is received. An estimate of time of arrival is made based on an estimation of a time for performing a delivery of the load or provide the transportation service, and the time of arrival estimate is adjusted by at least one external factor expected to affect transit time. An anticipated turn-around time for availability of the TSP is made for a subsequent leg or backhaul and the adjusted time of arrival estimate and the anticipated turn-around time are used to estimate a time of availability of the TSP for the subsequent leg or backhaul. An accepted bid for the subsequent leg or backhaul is made based on an estimated time of availability.

BACKGROUND

1. Field

This disclosure relates to logistics, aggregation of data and biddingfor logistics handling. More specifically, the disclosure relates todata aggregation useful in associating demand for transportation withavailability of resources related to the transportation, the acceptanceof bids and optimization of routing. A specific non-limiting disclosedexample is data aggregation useful in associating demand for shippingwith availability of shipping resources.

2. Background

Shipping has historically been executed through a variety of privateTransportation Service Providers (TSPs) as carriers, in which the TSPsuse different business models. Also included are large truckingcompanies, owner-operators, private fleet carriers, courier and shipmentconsolidation companies and shipment transport companies following otherbusiness models. There are differences in transport capabilities, suchas non-bulk cargo (boxes and pallets), bulk, liquid, reefer, flatbedsand cargo container frames. In addition, there are varying capacitieswithin each category.

For purposes of transportation services, a “shipper” may be anyone whorequests transportation services from a TSP. The shipper may be theentity providing goods needing transport. In the alternative, theshipper may be a party receiving goods, and who arranges fortransportation services of the goods. The passenger transportationequivalent would be the passenger, although in some cases, thelogistical arrangements are fully made without the direct involvement ofthe passenger. For purposes of this disclosure, “shipper” is intended tomean anyone who commissions transportation services. If specificcategories of transportation are specified, the meaning of “shipper”would be limited as required by the categories.

Typical shipping is accomplished by directly engaging a transportcompany, such as a package delivery service, shipping by private fleetcontrolled by the shipper, brokering services and other transportarrangements. In many cases, the transport is performed on a bid basis,using TSPs such as common carrier haulers.

Private fleets are often established by a manufacturer, distributor or aretailer with distribution facilities, and establishes its own fleet ofvehicles, as the private fleet, to meet its own transportation needs.Regardless, private fleets often provide transportation services on theopen market, especially in their backhaul (return trip) capacity.

In the case of transportation on a bid basis, this is traditionallyaccomplished by the shipper sending requests for bids to multiplehaulers, at least in the case of land based TSPs, who function asvenders of transportation services. In some cases, the shipper uses abroker or consolidator, who in turn either requests bids from haulerssuch as TSPs or other transportation entities or otherwise makesarrangements with haulers. Haulers, on the other hand, seek to obtainshipments in order to maximize their profit. In each case, the abilityof the shipper to obtain bids and the ability of the hauler to receivebids is limited to the network and methods they use for sending andreceiving bids. In such a case, a shipper and a deadheading hauler maynot be aware of each other's availability.

Due to the large volume of requests for shipping quotes, the expectedtime savings and expected revenue generation, broker services are oftenused by TSPs. Broker services can use a bid process or can provideshipping rates based on pre-arranged rate schedules. In addition, thebroker service accommodates availability of the TSP, so that TSPs areable to use the broker to obtain a load, and the shipping is onlyarranged for the TSP for times when the TSP is actually available toperform the shipping service.

Time constraints are significant factors for the parties to theshipments. The shipper is interested in meeting a time schedule for whena shipment is picked up, is in-transit and delivered. The TSPs have aninterest in being able to closely match the shipper's times, includingshipment times for backhaul shipments or other later shipments. Theshipper is also time constrained as to work hours and expected time offfrom work or other obligations.

TSPs, in maximizing profit, must consider the value of a particularlyprofitable haul in one direction, as offset by possible losses fromdeadheading (running empty) back. While it is desirable to have each leggenerate a profit, it may be that particular shipments in one directionalong a shipping lane may be sufficiently profitable to justify eitherdeadheading or taking a loss in the opposite direction. It may bepossible to divert the TSP or the TSP's resource in order to increasethe return on backhaul trips, but extending the trip time may alsoresult in lost opportunity costs for the more profitable run. In asimplified example, a private fleet may need to balance the need forvehicle availability with the desire for backhaul loads.

Some transportation entities are limited as to geographical area. Thiscan be a matter of preference, or may relate to interstate shippingpermits and availability of support facilities. In the case of the TSPbeing a private fleet carrier, there is often a preference to limitaccepted shipments to backhaul shipments returning from in-houseshipments. In addition, transportation entities may or may not engage ininternational cross-border shipping.

The vehicle capabilities also must be considered. This includes theusual distinctions between chassis type, but there is also someopportunity to extend to different markets. As an example, a reefer canhaul a non-refrigerated load on the backhaul.

The shipper may have particular requirements for the shipment. Inaddition to requirements dictated by the type of goods, the shipper maywant to check the transportation entity's reputation, may wish toperform a “pre-load check” to verify adequate insurance or an acceptablesafety rating, and may have a desire to track the shipment or provideshipment tracking information to the entity receiving the shipment.

Tracking can be achieved by discrete GPS enabled devices, or through theuse of a mobile device for which location information is available. Formost mobile location-based services implemented at the consumer level,this involves reporting GPS positioning; however, a mobile device isalso tracked in the mobile network for purposes of establishing acommunications handshake with the mobile telecommunications system aspart of the mobile device's roaming and basic communication capability(roaming within or outside of the subscriber network). This is sometimesaugmented by GPS tracking, but in many cases identifies the mobiledevice's location by tower and sector. For purposes of tracking thegeneral location of a vehicle, tracking by use of a mobile devicerequires consent from the mobile customer. The (US) TelecommunicationsAct, at 47 CFR §222, including 47 CFR §222(f), prohibitstelecommunication common carriers from accessing location informationfor purposes other than system operation without consent of thecustomer. For this reason, a procedure must be established to assure thetracking service that consent from the mobile device user was obtained.Since the driver may want to know the extent to which the trackinginformation is used prior to giving consent, it is sometimes notpossible to determine whether the driver will accept location trackingand if the driver refuses consent, it may not be possible to obtainactual approval for a particular tracking system.

One of the problems in brokered shipments is that the broker willsometimes not have the information regarding the driver's willingness toaccept location tracking. This could be a circumstance of limitedcommunication between the broker and the driver or the driver's TSP orcould be something of the nature of the extent of location trackingbeing unclear. For example, a driver may be willing to accept locationtracking of the driver's mobile phone but only if limited to cargotracking or only if limited to cargo tracking and other functionsdirectly associated with the brokerage.

Shipment tracking is finding increasing use. In addition to providingrough estimates of arrival times, shippers and delivery customers oftenprefer to have information as to when a shipment is expected to arrive.Taken to another level, shippers prefer to have information relating tothe approximate current location of the shipment. In addition to “whenwill the package arrive” information, current location of the shipmentcan give the shipper and receiver an idea if the shipment has beendelayed or other information related to the shipment. Currently, limitedtracking is available for package delivery services, but suchinformation is typically given on a warehouse or depot departure andarrival basis.

In “co-brokered” shipments (one broker sources the TSP and anotherbroker sources the shipper), the broker knows the TSP and also is ableto provide this information to the shipper. In some instances, abrokered shipment is “double-brokered” and the broker that sourced theshipper does not necessarily know who the TSP is. Consequently, in“double brokered” shipments, the shipper typically does not know who theTSP is. This is considered undesirable by many shippers, and so theshipper may wish to exclude “double-brokered” bidders if the identity ofthe TSP is not known to the shipper. In many cases, double brokering isconsidered a violation of U.S. law (49 USC §14916), which imposes anadditional legal requirement for identifying the TSP to the shipper.

“Co-brokering” also involves a shipment agreed to by one broker beingfulfilled by a second broker, in which case, the second broker wouldnormally be given the identity of the TSP.

A reverse auction is a type of auction in which the roles of buyer andseller are reversed. In an ordinary auction (also known as a forwardauction), buyers compete to obtain a good or service by offeringincreasingly higher prices. In the case of a performance bid, such as aresponse to a Request for Quote (RFQ) or Request for Price (RFP), thebidding does not follow the ordinary auction format. In the case ofbidding by TSPs, the TSP is the bidder, whereas the shipper selects andaccepts a bid. This becomes a “reverse auction” when one or more TSPsare invited to meet actual or estimated bids, because the TSP is beingasked to bid a quoted amount lower than the lowest bidder.

SUMMARY

A match for load or transportation services with a transportationservice provider (TSP) is made by receiving a transportation servicerequest, in which the transportation request comprises a description ofa load or transportation service. Bids are stored in a database, one ofthe bids is selected, and the bid is confirmed. An estimate is made of atime of arrival estimate based on an estimation of a time for performinga delivery of the load or providing the transportation service. At leastone external factor expected to affect transit time is obtained and thetime of arrival estimate is adjusted according to the external factor.An anticipated turn-around time for availability of the TSP iscalculated for a subsequent leg or backhaul and the adjusted time ofarrival estimate and the anticipated turn-around time is used toestimate a time of availability of the TSP for the subsequent leg orbackhaul. The TSP's availability to accept a further transportationrequest, corresponding to the TSP's capabilities, is associated with theTSP for a backhaul or additional leg. If the TSP associated with theaccepted bid accepts the further transportation request, a search ismade for the further transportation request comprising a description ofa load or other transportation service based on the estimated time ofavailability.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic diagram showing the system's interaction withinterested parties.

FIG. 2 is a flow diagram showing the operation of the system.

FIG. 3 is a flow diagram showing the operation of a “next leg” function.

FIG. 4 is a flow diagram showing the implementation of the trackingfunction.

FIG. 5 is a flow diagram showing how a TSP driver accepts mobiletracking on their mobile device.

DETAILED DESCRIPTION

Overview

An automated system is configured to list and accept bids fortransportation services. In doing so, bids are taken directly fromTransportation Service Providers (TSPs), from brokers and otherintermediaries who in turn seek bids from TSPs or otherwise obtain bidsfrom TSPs and other sources. In addition, the bids can be used for bidestimation, in which participating TSPs may be given an opportunity toengage in a “reverse auction” bid in order to fill a need for obtaininga transportation order. The system can receive bids in email, web, SMS,interactive voice response (IVR), telephone communications not using IVRand other suitable interfaces.

Non-limiting examples of transportation services are shipments of loadsand related trucking services. Transportation services can includemoving passengers, taxi, car services, and so-called “ride sharing”services in which a central business arranges rides for fares, in whichcase the load can be a passenger or packages. In each of these cases,the transportation service has at least one origin or destination. While“shipper,” “consignor,” “consignee,” “load,” “hauler” and “shipment” aredescribed in connection with transportation services, the descriptionsare given by way of non-limiting examples. Transportation services alsoincludes providing transportation for items other than loads, so thatthe “shipper” and “load” may be a passenger or other entity submittingthe transportation request, and a “shipment” may be the passenger's tripprovided as a transportation service.

In many cases, TSPs use “shipping lanes”, which are origin-destination(consignor-consignee) pairs, generally identified by the generalgeographical areas of the origin and destination rather than thespecific location of the origin or destination. Nevertheless, the“shipping lane” may vary in its specificity, depending on a number offactors. For example, if a long distance haul is performed, the TSP maybe willing to extend the definition of the shipping lane to cover largergeographic areas for the origin and destination in order to have aneasier time to find a return (backhaul) load. To use a specificnon-limiting example, if a TSP is providing services between New Yorkand San Francisco, an origin or destination in Philadelphia may bewithin the scope of the shipping lane, but over a shorter distance,Philadelphia may be a significant diversion from a shipping lane whoseterminus is New York.

A “backhaul” is a return leg in a simple two leg departure-and-returntrip. Some trips include more than two legs, in which case a “next leg”or “subsequent leg” generally connects a series of legs back to theorigin. Such trips with more than one “backhaul” leg can be moreprofitable, in that there is often an imbalance of transportation needsin both directions of a shipping lane, but are more complicated toarrange because they involve additional arrangements for transportationservices and because it is not always apparent how to optimizetransportation services bookings. In origin and destination (consignorand consignee) oriented transportation services, it is anticipated thatan initial trip will have a subsequent leg. In the case of a simpletwo-way trip, the single subsequent leg or next leg is a “backhaul.” A“deadhead” leg is a leg without a load, but also describes theconnection between different termini while empty or not delivering aload.

For purposes of this description, a “round trip” is intended to describea forward haul in combination with subsequent hauls until the driverreturns to a home base. In the case of a forward haul and a backhaul,the “round trip” would be these two legs; however in the case ofmultiple legs, the “round trip” would include each leg. It isunderstood, however, that in some cases, a driver will extend the tripthrough several legs until attempting to return to a home base.

FIG. 1 is a schematic diagram showing the system's interaction withinterested parties. The program acts as a system or shipment processingcenter 111 to receive requests for transportation services, obtain bidsfrom TSPs and engage one or more of the TSPs to provide thetransportation services. The shipper or customer 113 provides to theshipment processing center 111 a request, which identifies thetransportation service as will be described infra. The centralprocessing center 111 then broadcasts requests for bids. In response,TSPs 121-124, other bid consolidation entities 125 and centrally managedfleets 126 such as private fleets and fleets, will respond to therequest with a bid as bidding entities. In addition, the shipmentprocessing center 111 engages other entities which obtain bids fromTSPs, such as bid consolidation entity 125. Bid consolidation entitiescomprise various types of entities that obtain bids, such as, by way ofnon-limiting examples, load boards, bid consolidators, brokers andpartner businesses who also obtain bids or who identify available TSPs.The bids are received from the bidding entities 121-126. Some of thesebid consolidation entities 125 require queries to be provided in aparticular data format, and so the shipment processing center 111 parsesthe request for transportation services in order to conform to theformat used by individual bid consolidation entities 125, as representedby double arrow 135. Prices are calculated by the shipment processingcenter, and prices, corresponding to bids plus margin, or potentiallycommission, are quoted to the customer 113.

After acceptance by the customer or in the case of automatic acceptancein accordance with customer criteria, when a time limit for receivingbids has been reached, the shipment processing center 111 communicatesits offer to the customer 113 and after the customer agrees to theshipment processing center's 111 offer, the shipment processing center111 communicates acceptance of a bid and requests confirmation from theTSP. In the case of bid consolidation entities 125, the confirmation maybe directly with the individual TSP 145 represented by the bidconsolidation entity 125 or through the bid consolidation entity.Similarly, acceptance and confirmation may be obtained through acentrally managed fleet 126 or multi-vehicle TSP 122 rather than throughan individual driver. Finally, additional communication, such as arequest for acceptance of location tracking, is made with the individualdriver.

The Selection of the bid could be made by the customer 113 or could bemade by the shipment processing center 111 on the basis of criteriaprovided by the customer.

While one TSP is described as providing the transportation service, itis anticipated that some loads will involve plural shipments. Theseplural shipments may be performed by one TSP or may be performed bymultiple TSPs. In the event that the shipment or other transportationservice may be split between multiple TSPs, the system will eitherpermit bidding for portions of the shipment or may post bids formultiple shipments.

In obtaining shipping services, a request for shipment is received. Therequest includes physical characteristics of the load as relevant toshipping, origin and destination information, time constraints, andother requirements and preferences of the shipper. The physicalcharacteristics of the load include a number of factors which may berelevant to the particular load. For example, full truckload cargos of aparticular commodity may not need to identify weight (except forregulatory purposes). On the other hand, some cargos need to betransported with suitable equipment, so some food items may need to betransported by reefer, whereas the reefer may be used for somenon-refrigerated goods on a backhaul (or forward haul) or a differentleg. Similar restrictions apply to different loads with similarequipment, so for example, a milk tanker could be used to ship dieselfuel on the backhaul, but one would not want to ship milk in that tankerin a subsequent run.

In hauling loads, the TSP is likely to want to limit deadheading.Typically, the TSP will attempt to set up a route with a forward leg anda backhaul in one shipping lane, in which both legs involve a load. Insome cases, the trip may involve multiple legs, particularly if aparticular leg does not typically have strong demand. While it ispossible to remain profitable even if one leg, when taken in isolation,is a loss, the TSP will seek overall profitability, and in doing so mayaccept an unprofitable leg provided acceptance of that less profitableload results in less of a loss than deadheading.

Each of these legs is intended to allow for not exceeding the maximumtime that the driver is on the road or that the driver can drive, andother legal restrictions. The legs are further intended to meet otherdriver and equipment scheduling requirements and any restrictionsimposed by the operator or regulations. Additional considerationsinclude necessary turn-around time for the driver at sequentialdestinations and origins. These turn-around times are dependent on thephysical capabilities and local distances between depots, but alsodepend on the driver's habits and the time and effort of loading andunloading of the cargo.

There are several items that the shipper may either desire or require.These items include the TSP meeting legal requirement such as DOTauthority, authority to engage in international shipments andendorsements such as hazmat, tanker and double/triple endorsements, andinsurance coverage, and acceptable safety record.

The matching of bids for transportation services with users oftransportation services can comprise accepting bids for moving cargo byTSPs for shipments or accepting bids for transporting passengers, aswell as other transportation services operating on an“origin/destination” model. The matching of bids can be performed by amethod which is initiated by a received transportation request. Therequest comprises, as necessary, a description of a load or othertransportation service, and may, by way of non-limiting examples,comprise:

-   -   a generic description of the load,    -   freight class    -   origin location of the load,    -   destination,    -   time of availability of the load,    -   timing requirements for pick-up and delivery,    -   a requirement for intermediate stops or multiple pickups or        deliveries,    -   weight, physical dimensions or other relevant attributes of the        load,    -   material or product description (if not part of the generic        description of the load),    -   special requirements for the load, such as temperature control        (refrigeration or climate control requirements), special        handling, etc.,    -   shipping containers provided,    -   other physical requirements or characteristic of the load, type        and purpose of transport vehicle,    -   acceptability of multimodal transport or other transport        requiring more than one TSP or allowing the use of multiple        legs,    -   times of availability at origin and destination, including        terminal hours of operation,    -   regulatory compliance and requirements,    -   insurance required by the shipper,    -   value of load,    -   TSPs that should be avoided and cannot be used.    -   required qualifications of the TSP, and    -   other data required by an entity providing the transportation        request concerning the transportation request.

The actual details of the description can vary. For example, 40,000liters of crude oil need not describe many details unless specialequipment such as heating equipment is required. Similarly, a standardintermodal cargo van is fairly described by the class or size of cargovan, along with any special requirements such as hazmat requirements.

In addition to the standard descriptions required for engaging TSPs,additional descriptions can be included. For example, if locationtracking of the shipment is desired, the description of the load orother transportation service can include a description of requirementsfor location tracking.

Using the origin and destination information, a shipping lane isdetermined, characterizing the transportation request. In some cases,the shipping lane is determined by other characteristics of the load,and these characteristics are taken into consideration when determiningthe shipping lane. By way of non-limiting example, less than truckload(LTL) shipments may be characterized differently from full loadshipments for purposes of determining the shipping lane.

The transportation request is parsed by extracting data in order toobtain criteria needed to fulfill the transportation request. If donecorrectly, the criteria for the transportation request will be anaccurate description of the desired transportation service and thetransportation lane. The criteria are then distributed as a request forbids.

There are some bids that are available through third-party bidding orbrokerage systems, which may also be automated. Such third-party biddingmay be, by way of non-limiting examples, load boards, bid consolidators,and partner businesses who also obtain bids or who identify availableTSPs. Since the third party software may have a different format fromthat of the disclosed system, the parsed data is matched to the requiredformat for each third party system and is submitted. The bids arereceived thru email, directly into the system (e.g., via web interface),phone, mobile SMS, IVR and other suitable interfaces.

Direct bids and bids from third party bidding or brokerage systems arereceived and evaluated. One or more bids are selected according topredetermined criteria, which may comprise lowest price, category ofTSP, scheduling, reputation, relationship, third-party intermediatestops and shared cargo space, and willingness to accept locationtracking. Since bids are obtained from third party bidding, thedisclosed technique creates a “network of networks” by which a shipperor other entity submitting the transportation request can obtaintransportation services on a competitive bid basis by using a singlecontact. Non-limiting examples of third party bidding would be biddingby brokerages, consolidators and other intermediaries. In that way,instead of reviewing separate listings of bid response data frommultiple sources, the shipper is able to review prices quoted for allbids in a single action, with desired options presented. Thetransportation service bids are thereby received from at least one ofthe respondents, and stored as an aggregated bid database. As a singlelist, the bids can be arranged in order by category. Some of thesecategories include options, such as the willingness to accept locationtracking or direct shipment from origin to destination withoutintermediate stops.

The bids are then converted to prices, which are computed based on acommission or a margin that may vary or fee for the service of obtainingand following through with the bids. In many cases, this is a fixedprice, but prices may vary in accordance with business need. Theseprices are provided to the shipper, including information regardingincluded options as a part of individual bids by using one or morecomputing devices to calculate a bid commission or margin for applyingto render the prices corresponding to the bids. As described here, the“bid” is the amount the TSP or TSP's representative quotes for thetransportation service. The “price” is the amount the shipper pays. Thedifference between the “bid” and the “price” is the margin.

The prices are quoted to the shipper in an ordered format. The quotescan be arranged according to an order desired by the shipper, such as byprice order, by listing according to option, by reputation of the TSP orby estimated time for delivery. The shipper then selects a price quote.Alternatively, the shipper may select a priority of criteria by whichthe TSP is selected, which may be, by way of non-limiting examples:

-   -   price, if delivered within a specified time period    -   price, if delivered within a specified time period but only if        the price does not exceed the median of all prices    -   unconfirmed availability of location tracking, but only if        within 10% of minimum quoted price.

If the shipper first selects a priority of criteria by which the TSP isselected, and then elects automatic selection, the TSP is selectedaccording to the criteria. One of the advantages of pre-establishedcriteria is that the shipper need not evaluate bids, but ratherestablish criteria for the bids and await further information regardingthe transportation services.

Since there can be a time lag between submission of the bid and theacceptance of the price, there is a possibility that the TSP is nolonger available upon acceptance. Therefore, upon acceptance, theselected price is matched to the bid and the TSP is asked to confirm theacceptance as a confirmed bid. This becomes an agreement to provideservices.

If the bid included acceptance of location tracking services, it isstill desired to obtain confirmation of acceptance of tracking from theholder of the mobile device to be used for tracking. This could beachieved by identifying the mobile number used by the driver. A textmessage could be sent to the driver asking for confirmation ofacceptance of mobile device tracking for the purpose of tracking thedelivery. If the driver replies with an acceptance, then that isconsidered to be an “opt-in” confirmation of acceptance of tracking.Additionally, this confirmation can be established through the drivercalling an interactive voice response system or another entity.

The text message may be configured to further obtain permission to usethe tracking information to offer loads for a backhaul or “next leg”shipment. That serves two purposes:

-   -   1. It obtains consent to the use of the location information for        a further purpose; that is marketing of further brokerage        services for the “next leg”; and    -   2. It determines if and when the TSP or driver is available for        “next leg” transportation services.

It is possible that unexpected circumstances could occur resulting indelay of the driver to an extent that would result in the “next leg”shipment needing to be reassigned. This delay would appear as part ofthe tracking of the shipment. In such a case, the shipment processingcenter can use the information to reschedule the driver and find adifferent resource to service the initial next leg shipment. Permissionto use the location data for this purpose (“next leg” scheduling) can bepart of the original consent to use location services, or the system cancall or text, to obtain permission to use the location data toreschedule the driver. In either case, the driver or TSP is made awareof the availability for rescheduling services.

FIG. 2 is a schematic diagram showing the system's interaction withinterested parties. FIG. 2 is a schematic diagram showing the system'sinteraction with interested parties. The process starts with a requestto obtain a quote for transportation services (step 201), which may bereceived from a shipper or other interested party. The quote is received(step 211), and when received, the shipper's profile is checked (step212), including potentially checking shipper preferences, volume,commitment, financial health, payment history and requirements (step213). Pricing is estimated based on market condition and shipperpreferences or pricing is determined by instantly receiving costinginformation and applying a margin (step 214), with pricing factorsgenerated by use of a pricing engine (step 215) which can estimatemarket pricing and uses shipper preferences and attributes to providepricing estimates according to market conditions and the shippingrequirements as specified by the shipper, which are accessed from ashipper database (step 213).

The step of estimating pricing (step 214) provides an estimate of cost.It is common for brokers to estimate their costs using various sourcesof data, and provide a price during the bidding phase, and once theshipper has accepted this submitted price, the brokerage will thensecure transportation resources. The brokerage expects that thesetransportation resources will be provided at the expected cost or below.The estimated pricing can be used for some types of shipments, forexample LTL shipments. In such a case, it is possible to estimateinstant costing. It is then possible to apply a margin and then generatea price within a short time period. For non-LTL (normal) shipments, acost and price can be quickly estimated (steps 214 and 215), and oncethe shipper accepts, the capacity is sourced. For non-LTL “coveredpricing only” the system seeks out the carrier first, and once a cost isobtained from the carrier, a price is presented for the shipper toaccept or reject.

TSPs, including TSPs represented by other networks are matched to theshipper based on preference, service areas and profile metrics of theaggregating carrier and of the TSPs from that aggregating carrier or theTSPs directly and bids are solicited (step 221). This may includesproviding a carrier matching system (step 222), and may further includematching further requirements such as verification of insurance coverageby the carrier for insurable losses involving the cargo (step 223) andprotection from lawsuits resulting from TSP involved accidents. Uponidentifying TSPs and networks of TSPs that are acceptible, the system(my vote is system) reaches to the TSPs and networks of TSPs to obtainbids for a specific scope of transportation work (step 231). Adetermination is made if bids are received (step 232), and if not, thesystem repeats the search for matching TSPs (step 221).

If bids are received, one or more bids have their costs then marked upto generate associated pricing, to provide prices corresponding to thebids (step 241). By way of non-limiting example, the prices correspondto the bids according to a price-plus-margin calculation; however, ifadditional services, such as location tracking, are rendered, thecorresponding price may be adjusted accordingly. The system or theentity requesting the quote for transportation services selects a bidwith its associated pricing and then the system awards the bid and itscost to the TSP (step 244).

The automated check conveniently provides a “network of networks” inthat the shipper or entity requesting transportation services is able toobtain prices for transporting loads or other transportation servicesfrom a single service which obtains bids from different sources andaggregators of different sources. On receipt of a request from ashipper, requests for bids are sent to carriers, directly and indirectlyand, if available, additionally one or more on-line networks areautomatically queried for bids. These steps are initiated with thebidding process (step 201 in FIG. 2).

The bidding process initially comprises setting up the bid invitation onan on-line database via email, web, SMS, fax or other suitableinterface. The bid invitation includes the specifications for the bid,such as full load, weight, commodity, dimensional requirements, andspecial cargo requirements. Generally loads are bid for carriage on theTSP's equipment; however, this can include intermodal carrier chassisand can specify “power only” for trailers in the possession of theshipper.

Further specifications can be either mandatory or optional. Anon-limiting example of an optional specification would be theacceptance of location tracking. If a shipper wishes to have locationtracking, but is willing to accept non-tracked transportation, the bidwould indicate whether the TSP has agreed to location tracking. In somecases, the entity entering the bid (e.g., a broker) will not be able toguarantee that the TSP will accept location tracking, in which case, thebid can, by non-limiting example, be set to indicate “unknown”.

The LTL pricing database is accessible directly by bidders. In addition,it is possible to scan other shipping logistics databases to obtainbids. In the case of scanning for bids from other shipping logisticsdatabases, it is necessary to determine whether the bid represents“co-brokering” or “double-brokering”. If the bid represents“double-brokering”, the system may determine:

-   -   if the double-brokered bid identifies the TSP,    -   if the double-brokered bid permits identification of the TSP        before acceptance of the bid,    -   if the double-brokered bid permits identification of the TSP        only after acceptance of the bid (with or without a right to        decline the bid) as a non-limiting example the TSP is identified        on the bill of lading (BOL),    -   if the double-brokered bid does not provide identification of        the TSP, or    -   whether acceptance of the double-brokered bid would be a        violation of law or good business practice.

The check on whether the double-brokered bid would be a violation of lawhas obvious implications, but also allows the system to seek bids frombrokers who would otherwise have concerns about responding to anotherbroker, because assurance would be available that an illegal bid wouldnot be accepted. One of the advantages of automating the check toinclude double-brokered bids is that the automated system can enforcecompliance of carrier disclosure laws and regulations, while at the sametime assuring the broker involved in the original bid retains thebrokering or bidding relationship with the TSP. This also makes iteasier to obtain information for location tracking such as theidentification (phone number) of a mobile communication device used bythe driver, as well as the proper consent for location tracking and fordirect follow up with that TSP.

Multimodal Movement

As the term implies, multimodal movement exists where and when a load istransported across multiple transportation modes. The most familiar formof this is intermodal freight transport using intermodal containers orISO containers, sometimes referred to as shipping containers. Thesecontainers are designed to be transported by ships or barges, by railand by truck. In the case of truck transport, ISO containers aretypically carried on specialized trailers or semi-trailers, called“frames.” Other multimodal systems include “piggyback” trailers, whichuse full semi-trailers intended for carriage on specialized railcars. Inaddition, various forms of cargo are often transported using multimodalsystems, such as is implemented by package express companies using amixture of local delivery trucks, semi-trailers for inter-citytransport, and/or air transport. Other forms include, by way ofnon-limiting example, containerized shipping using variousconfigurations of containers.

When implemented according to the disclosed techniques, the multimodaloperation can be through a single provider, or can be separatelyprovided by different TSPs. This allows TSPs who do not have combinedtransportation service or the full desired service area, to makearrangements with other carriers in multimodal transportation to bid fora segment of the multimodal leg, while allowing further arrangements tobe made by the disclosed system.

It is anticipated that, in some cases, one or more modes in a multimodalshipment will be used at fixed rates, so that no bid is required forthat mode. Such an arrangement expedites the operation of the bid andpricing system by reducing the total number of segments which must bebid. When multimodal bids are included, the shipper may receive a bidthat is door to door service or may receive the quoted prices for themultimodal bid, along with non-multimodal bids if the shipper elects toreceive both types of bids.

Similar arrangements can be accomplished with people arranging fortransportation as a passenger. By way of non-limiting example, insteadof separately arranging individual connections to reach a destination, aperson (or persons) can request transportation using the disclosedtechniques. While a single mode, such as a car or shared van can be usedfor the entire trip, the passenger can be offered local service toconnect with a train, plane or inter-city bus, and further includinglocal service to the destination. In a functional aspect, this allowssomeone to arrange for “door to door” service. For example, someonegoing to or from an airport may be able to use bus service configuredfor the purpose, but without the need to separately arrange for andseparately schedule different services.

Next Leg Bids

In some cases, the TSP has already made arrangements for one leg(typically the front haul) but needs to use a bidding process ornegotiate for the other leg or legs. This is often the case with privatefleet carriers, but also apply to outer situations, such as TSPs makinga delivery for an important client on a headhaul, or a TSP with longterm contracts and outsourced private fleets. In these cases, there isone leg which is essentially fixed, but the TSP can be flexible forother legs within the time constraints of the pre-existing arrangements.The ability to provide multiple legs can even extend to non-economicmatters such as the desire of a driver to pass through a particularlocation perhaps with specific timing.

Most of the time, a TSP will bid on a single leg, the front haul or abackhaul, regardless of pre-existing arrangements or contracts.Occasionally, a TSP will bid on a round trip or for multiple legs.

The system is capable of using its data to provide information to theTSP relevant to selection of optimum routing in terms of estimatedrevenue cost and profit, and in terms of market demand. This may be doneby offering to provide information to the TSP concerning optimization ofshipping lane selection. If the TSP accepts the offer of theoptimization information, historic or estimated transportation servicedata is compared with historic and current data concerning optimizationof shipping lane selection, and the TSP is provided with revenue, costand profit estimation for operation along different shipping lanes. Byway of non-limiting example, the optimization data may be obtained byusing one of publically available databases, historic data obtained fora plurality of lanes corresponding to at least one origin or destinationof the TSP. The comparison with revenue, cost and profit estimation isused to generate information indicating at least one of an optimumshipping lane and an optimum time of operation of the transportationservice provider. The information concerning the optimum shipping laneand/or optimum time or operation is provided to the TSP, who can use theinformation to select a different shipping lane based on the origin ordestination. Alternatively, the information concerning the optimumshipping lane and/or optimum time can be used to invite the TSP tosubmit bids corresponding to the optimum shipping lane and/or optimumtime or operation. The information can provide the TSP with generalestimates of revenue, cost and profit.

By way of non-limiting example, such use of data may be achieved throughcalculations of optimum routing obtained by the use of one or morecomputing devices.

For a “next leg” trip, the system relies on a predictive analyticssystem, in which factors related to demand for transportation servicesare calculated based on historical and present data. The predictiveanalytics system accumulates data regarding historic and current bids,and, based on this data, has a capability of guiding the TSP as to whichlane(s) and even which load(s) to take to maximize any of revenue, grossmargin or even operating margin. In addition to the bid and ask on thenext leg, the system takes into account or considers the followingdynamic inputs when providing this guidance:

-   -   Market demand for that lane,    -   Market supply for that lane,    -   Carrier cost data, variable and fixed,    -   Current weather, weather forecast,    -   Road conditions,    -   Equipment,    -   Loading and unloading times, and    -   Regulatory requirements.

Transportation requests are matched to shipping resources and the TSP ismatched to the transportation request. At this point, it is possible torequest bids from the TSP for the shipping lane. Alternatively, sincethe market for the shipping lane is already known, the system can make abid offer to the TSP and enter that bid. The system can also enter aprice for customers, based on the market for transportation services, sothat the customer can receive a price equivalent to an anticipated lowbid and the TSP can be assured a load. Advantages of using calculatedmarket prices are that the TSP can ignore the bidding process and awaitinformation regarding an assigned leg. A further advantage is thatcalculated market rates avoid the possibility of shill bidding intendedto artificially drive down prices for a particular shipping lane.

Since the disclosed system is able to determine times for the scheduledtrip, these times can be used as a basis for a “next leg.” Timeestimates related to loading and unloading, as well as other layovertimes can be added. To this, additional time to deadhead from onedestination to a next leg origin is added. In addition, regulatoryrequirements for rest time and maximum work hours per time period can becalculated, so that an accurate estimate can be made regarding pick-up,and delivery. These times are adjusted to accommodate available hours ofpick-up and delivery. Since the TSP is likely to want to select alocation for mandated breaks, the availability of the schedulinginformation facilitates planning.

The TSP can also input additional time for things such as desired breaktime between loads at a given location, maintenance and meals, as wellas providing “breathing room” to reduce time pressure to meet schedules.

It is possible that unexpected circumstances could occur resulting indelay of the driver to an extent that would result in the “next leg”shipment being reassigned. This delay would appear as part of thetracking of the shipment. In such a case, the shipment processing centercan use the information to reschedule the driver. Permission to use thelocation data for this purpose (“next leg” scheduling) can be part ofthe original consent to use location services, or the system can call toobtain permission to use the location data to reschedule the driver. Ineither case, the driver or TSP is made aware of the availability ofrescheduling services.

The system further determines if the TSP associated with the acceptedbid will accept a further transportation request for a backhaul oradditional leg, and if so, the system proceeds to make the determinationbased on an estimated time of availability. If the TSP accepts, adetermination is made of a suitable shipping lane. The suitable shippinglane may be defined by the TSP, such as “direct return backhaulrequested” or can be calculated based on a number of factors. Thefactors can comprise, by way of non-limiting examples:

-   -   permissible deviation from a direct backhaul.    -   time allowed by the TSP before returning to the home base.    -   demand for transportation services to the home base from        intermediate destinations, as determined by historic or current        data.    -   market demand for transportation along different shipping lanes,    -   regulatory constraints, and    -   destinations requested by the TSP.

The system can also adhere to the bid system by running a reverseauction. In the reverse auction, the bidders for a shipment are giventhe lowest bid and are given the opportunity to replace with an evenlower bid. The TSP looking for the load can then compete fairly in themarket and in that way avoid deadheading.

Referring to FIG. 3, the “next leg” function is performed in response tobooking a previous load (step 311). The sequence varies from the initialbid process in that the “next leg” function is initiated by therequirements of the TSP; however, the financial arrangement forproviding transportation services to shippers is similar to that used inthe initial bid process.

In response to the booking of the previous load (step 311), adetermination is made (step 321) whether the TSP requires (requests) anext leg (step 324). If a next leg is not required, the “next leg”function does nothing and the process terminates. If a next leg isrequested, a next leg booking process is initiated (step 324). Theestimated time of arrival (TOA) is made (step 331), which will be usedfor scheduling. A determination is made as to whether there is a TOAadjustment (step 332) based on deviations in the tracking location ofthe present shipment or an external factor such as traffic or weatherconditions. If there is a delay, an adjustment to the TOA is made (step333). The adjustment may be made based on a calculated TOA or may beinput to the TOA calculations as an adjustment, but in either case theresult is an adjusted TOA. The TOA or adjusted TOA is then adjusted fora layover (step 334). The adjustment for layover may also be recursed toadjust for deadhead time for connecting to the next leg origin location.

The system determines the best lane(s) for the next leg (step 341),based on demand for transportation services, historical demand fortransportation services and cost factors, using information obtainedfrom a lane database (step 342) and from considering the TSP's variableand fixed cost potentially (step 343). The desires of the TSP to remainwithin a particular geographical territory, the desire of the TSP toreturn to a home base according to a particular deadline and otherrouting preferences are incorporated in the determination of the bestlanes for the next leg (step 341).

Using the “best lanes” information, the system finds available loadsfrom customers (step 351), using a predictive analytics system (step352). The predictive analytics system uses historic and present dataregarding demand for transportation services and historic and presentdata regarding costs and availability of transportation services alongthe lane. The use of the predictive analytics system (step 352) allowsthe system to suggest a competitive cost for providing thetransportation services. It is possible to either propose this price asan “accept or reject” offer to the TSP and an “accept or reject” priceoffered to the shipper. Alternatively, the TSP can offer the estimatedcost as a bid and enter a reverse auction by which the TSP competes withother bidders for the “next leg” shipment.

A determination is made if there is a practical match between what theTSP is willing to accept to haul one of the matching available loads,and the price the via the system the shipper is willing to pay. If so,the load can be booked. If there is no match, then the system researchessources of loads, to try again to match these to the availability of theTSP's next lag capacity, and if such needs are found (step 374) the loadis booked (step 372). If a need for capacity exists, then the load isbooked; otherwise search third party sources (step 373).

Shipment and Transportation Service Tracking

Since the initial scheduling estimates are available, the system is ableto modify these estimates by using updated information. One approach tothis would be on-going tracking of the vehicle, which could be used topredict arrival times or a range of estimated arrival times. Sincemanual reporting can be tedious (or purposely inaccurate), an automaticsystem is advantageous. One method of tracking is by use ofmobile-to-base handshaking, which gives location information at least asprecise as the cellular communication base station, and is often moregranular, indicating base station quadrant or even GPS locationinformation. Often such information is restricted, however, and the U.S.Telecommunications Privacy Act prohibits telephone tracking forcommercial purposes other than to provide the communication serviceitself. Such restrictions can be waived, so that, for example, “find myphone” services, by-consent tracking and “push advertising” services arecommonly available for people who request them.

In the case of transportation services, a tracking service can track thelocation of the driver's mobile device, and hence the shipment. Thelocation can provide three things:

-   -   1. The location, which can be used to update arrival estimates.        The arrival estimates can also be used to update estimates for        “next leg” availability.    -   2. A relative location to external factors such as reported        traffic problems. The relative location can also be derived from        initial estimates, but a current location provided more granular        information of the location of the load.    -   3. Direct information as to the current location of the        shipment. While the time of arrival or other terminal point        information is of primary interest to shippers, receivers and        other users of transportation services, the actual current        location information may also be desired.

The location tracking, updated estimates and providing of informationregarding current location of the shipment may be provided by using oneor more computing devices to store the information in one or moredatabases, and to use the information to calculate the updated arrivalestimates. This allows recipients of the information to obtain theinformation without the need for manual queries and permits unattendedupdates of information and estimates. The computing devices are able toprovide an on-line indication of last location information, andinformation to display the last location information and an estimate ofa current location as map data.

By providing updated estimates on arrival, the consignor, consignee andothers responsible for shipping or receiving can easily be able to meetthe shipment. The estimates and other location tracking information canbe provided to consignor, consignor and other interested parties withoutproviding the telephone number of the mobile device. While in somecases, the location tracking information will coincide with the driver'scontact information, the driver can separately provide communicationscontact information and, if desired, use a separate mobile device forlocation tracking purposes. The location or estimates of time of arrival(TOA) may be made available online. In addition, interested parties mayget automatic updates thru SMS, IVR, email and other communicationsystems.

One of the procedures in selecting the bids is obtaining contactinformation. In requesting bids, the TSP is asked about acceptance ofmobile phone tracking, and requests a mobile phone number for cell phonetracking. An affirmative answer would be sufficient for a shipper todetermine whether to accept a price corresponding to the bid, but doesnot in all cases demonstrate that the driver actually accepts tracking.In addition, there may be circumstances in which the entity placing thebid does not have the authority to consent to location tracking. Uponacceptance of the bid or after the acceptance is confirmed, an SMS textmessage is sent to the driver, using the provided mobile phone number,requesting the driver to accept tracking. If the driver acceptstracking, the system records the consent on a database and theidentification information is provided to a mobile device trackingservice. Upon arrival at the destination, a second SMS text message issent indicating that the tracking service is terminated, and thetracking service itself is terminated. If the next leg is to be tracked,the second SMS text message indicates that the tracking service is beingcontinued through the next leg, in which case the tracking service iscontinued. The mobile device tracking service also accepts directrequests to terminate tracking; however, since the tracking is limitedto tracking the trip by shippers, receivers and other parties interestedin the shipment, it is unlikely that the driver will terminate tracking.The system stores records of communications related to acceptance oflocation tracking by the driver and communications relating totermination of location tracking. In one non-limiting example, thesystem uses one or more computing devices to keep track of differentmessages sent to the Mobile Owner (MO) and maintains record of messagesreceived from the MO which is stored in one or more databases.

The tracking service has the further advantage of allowing the driver tocomplete the delivery without manually updating the terminal as to theTOA.

FIG. 4 is a flow diagram showing the implementation of the trackingfunction using an automated response unit. The automated response unituses one or more computing devices and stores data in one or moredatabases. The tracking function is initiated in response to the bidacceptance system, upon award of the load to the TSP (step 244) butdepends on obtaining the mobile phone number for the driver (step 411).The system sends an SMS text message to the driver (step 413) informingthe driver of the tracking request (step 414). The automated responseunit awaits an SMS reply from the MO of “YES”, “HELP”, or “NO”, andresponds accordingly (steps 425, 426, 427). In the event of other than a“YES” response, the system does not engage location tracking, so noaction is required to terminate other than to inform the driver thatlocation will not be tracked (step 427) or to enter a “help” menu (step426). If the driver accepts location tracking, the driver is informed(step 425) and a further keyboard input from the mobile operator isawaited (step 430). If no further response is received, locationtracking is initiated (step 431). The driver is still able to respondwith a “help” message, which leads to the help menu (step 426), or canissue a “stop” command, which leads to a termination message (step 437).If location tracking is accepted, a determination is made as to whetherthe driver will accept location tracking for the next load (step 440),then tracking is terminated as appropriate (step 443). On termination,the driver is informed by a further text message (step 444). Thetermination message (step 444), in addition to advising the driver thatthe location tracking is not active, also is important because it letsthe driver know that other people (personal and business) who may beusing the service, will not be able to receive further updated locationinformation through the service.

Location tracking is separately initiated. By way of non-limitingexample, the message may be sent directly or through the locationtracking service, and location tracking will not be engaged prior to thedriver opting in for use of the service. Since this system cannotapprove tracking without actual acceptance by the driver, the trackingservice will be able to recognize this process as valid consent tolocation tracking. In one non-limiting example, the tracking starts assoon as the driver accepts tracking (step 425). The reason for immediatetracking is that the immediate tracking will help at the origin locationwhether the truck is going to arrive on time or not for pickup or alsohelps the shipper to track approximate time it takes for the driver toarrive. Since the system is able to provide estimations of arrivaltimes, the actual location of the driver can be withheld until apredetermined time before scheduled arrival.

As an alternative to the system requesting location tracking, a userwith the driver's contact information may make the request through thesystem, as shown in FIG. 5 (step 513). This request can use anyconvenient means to link the user request to the driver, including, byway of non-limiting example, the shipment's bill of lading number. TheSMS message may be transmitted through the program or another techniquemay be used to link the driver's acceptance to the system. The processfor authenticating the driver's “opt-in” acceptance is similar to thatof location tracking initiated by the system.

As described above, in an exception to the termination, if the driver iscontinuing with a further shipment through the system, the mobiletracking service will be continued through the corresponding leg or legsunless the driver terminates tracking.

The tracking information can be useful in assuring shippers andreceivers of the whereabouts of their shipments. It is also useful fordetermining availability of the shipment for logistics purposes, and forpurposes of planning terminal operations, such as loading and unloading,hiring of lumpers (if not hired by the driver), etc. In the case ofnon-cargo loads, the tracking information can be used to provide currentupdates on the exact time of arrival or pick-up, for example forpassengers meeting a transportation service.

The tracking information can also be used for tracking information andlane data about supply and demand for the lane in question. Thistracking can in turn be used to predict revenue that could be obtainedfrom alternate shipping lanes as calculated by one or more computingdevices. As a result, it is possible to use the tracking information topredict gross margin or operating margin that could be obtained fromalternate shipping lanes. The tracking information may be used eitherwith or without lane data to predict the gross margin or operatingmargin. The revenue, gross margin and operating margin predictions canbe applied to predict likely revenue, gross margin and operating marginprediction for the transportation service provider from travel along oneor more additional lanes by using the tracking information and lane datarelated to supply and demand for the additional lane in question topredict revenue from operation on that lane, along with predicting grossmargin or operating margin expected from shipping on that lane. Thetracking, use of the tracking information to predict margins and revenueand to use the tracking information and lane data may be performed byone or more computing devices.

Time Estimates and External Factors

In addition to tracking, external factors affecting scheduling aretracked using one or more computing devices. The most common of thesefactors are weather and traffic. Since the location tracking indicatesthe current status of the route used by the TSP, the external factorscan be applied to the particular route. While weather may have a morewidespread effect, the effect of weather on routing is generallyminimal, with some exceptions. Traffic conditions do tend to depend onthe route. Traffic and weather can be obtained from various externalsources and can be either input automatically or manually input. Onceinput, the external factors can be integrated with location trackinginformation so that it becomes possible to account for the effects ofthe external factor based on the actual location of the driver.

An additional source for determining the effects of external factors islocation tracking and other information relating to delays affectingother shipments. For example, if a snowstorm is affecting a major routealong a particular shipping lane, that information can be used topredict the effect on a particular shipment.

The external factor is combined with the location tracking in threeways:

-   -   1. Location tracking identifies the route taken. Even if the        route was taken to avoid the external factor, such as localized        weather or traffic problems, the external factor will then be        applied to the actual route taken.    -   2. On any route, location tracking gives a fairly accurate        indication of where the load is in relation to an obstruction.        If, for example, the obstruction results in an extended backup,        but the TSP is nearly past the obstruction, the estimates would        be different than if the TSP has just reached the backup. On the        other hand, location tracking cannot determine if the driver        will take a detour, but this ambiguity can be addressed by        providing a range of estimates. Similar considerations are taken        when it is not clear as to how the delay will affect scheduling.    -   3. This type of integration also has the advantage that it can        take into account of travel factors, such as the driver being at        a rest stop and therefore possibly being unaffected by the        external factor. Since the driver is automatically tracked using        location information, it is not necessary to call the driver to        obtain relevant status updates.

One advantage of updated scheduling estimates is that the receiver, asubsequent shipper or terminal services can monitor when the TSP isexpected to arrive. It is also possible for the system to provide thedriver with information on avoiding delays, for example by advising thedriver of detours, should this service be desired.

The updated scheduling estimates are advantageous when handling valuablecargo, in that shippers and receivers can monitor the transfer ofshipments. This is particularly useful in circumstances where thecognizant people are not at the transfer facility on a continuing basis.This also increases the efficiency of the TSP in that the peopleresponsible for transferring the load are given sufficient informationto be available for loading and unloading.

The estimated arrivals are implemented with a service which determinesmatching load or transportation services with TSPs. After obtainingtransportation services from a TSP, an estimate is made of a time ofarrival (TOA). One or more external factors, such as weather and trafficconditions, are used to modify the estimate. If the use of a locationservice is provided as a part of the agreement to provide transportationservices, the location service is compared to an anticipated location ofthe driver, using time and distance and mapping software, in order toupdate the estimate. If, for example, the driver has already compensatedfor anticipated delays or otherwise avoided the effect of the delay, theestimate would be updated in accordance with the driver's presentlocation. The adjustment in the estimate also takes into account theeffect of the external factor on the driver's actual route and location.By way of non-limiting example, the external factor can be input toadjust a Dijkstra time-and-distance calculation or to adjust a modifiedDijkstra time-and-distance calculation, to update the estimate. One ormore computing devices may thereby be used to update the estimates ofthe time in transit and delivery time of the load or completion of thetransportation service, based on a combination of the location trackingand said at least one external factor by adjusting Dijkstra or similarmap routing calculations to render adjusted time of arrival estimates.Therefore, for example, a determination of whether the driver has passeda traffic delay or can be expected to encounter the delay on thedriver's route would be used to adjust the estimate.

The adjusted estimate is also made available to the shipper or receiver,or in the case of passenger services, the passenger, who may bearranging to meet the TSP or may be en-route with the TSP, as well as tothose arranging to meet the passenger.

In most cases, the delay would not result in a change in arrangements touse transportation services; however, there are instances in which anentity using transportation services would change TSPs in response torescheduling. In the event that a user of the transportation serviceshas the opportunity to change TSPs, the updated estimate can be used toprovide the user with updated information with which to make such adecision. The updated information may also be used to arrange a newshipment or transportation service for which the TSP may meet inaccordance with the revised estimate. This affords the timing andscheduling convenience of non-reserved transportation services whenusing reserved transportation.

As with cargo shipments, updated scheduling information is convenientfor passengers. The updated information makes it easier for passengersto meet TSPs and enables people meeting the passengers to know when theyarrive. Significantly, for passengers, the wait time meeting point isoften more important than the time of departure or arrival.

While in most instances, the updated scheduling will not affectselection of the TSP for handling the transportation service, therecould be some instances in which re-scheduling with other TSPs isdesired. Such instances would be likely to occur in markets orcircumstances in which it is easy to locate other requests fortransportation services. In such instances, the early availability ofupdated scheduling estimates can be used to provide the TSP with adifferent load. Such an arrangement can help users of transportationservices who rely on “just in time” availability of transportationservices, and can help the TSPs who wish to minimize turnaround time.

Cost Estimates and Pricing

The costs entailed by a hauler can include a number of factors that canbe broken down for cost estimation, using data from a cost estimatedatabase. These factors can comprise, by way of non-limiting example,fuel cost and time to divert to pick up and drop off shipment, time,lumper expense and other incidental costs for loading and unloading theshipment, additional fuel costs attributed to carrying the shipment,potential for delay of the truck due to after-hours arrival, apportionedhighway taxes and tolls, and lost opportunity costs resulting from theadditional time consumed by engaging in the shipment. The costestimation can then be used by one or more computing devices tocalculate revenue, cost and profit.

Since the costs and the market price of transportation services can bedetermined or calculated, the TSP can be offered an amount ofcompensation for any given trip. This is particularly useful forbackhaul or next leg trips, in that the TSP can accept the amountwithout the need to enter the bid process. This places the TSP incompetition with bidders, but it is possible to include the particularTSP and all bidders with a “reverse auction” by which the lowest bidderis submitted for selection by the shipper. Since the TSP looking of anext leg is to some extent committed to making the trip, that TSP has anincentive to provide a lower bid.

The cost estimates can also be used to determine the cost of deadheadingor waiting for a bid, vs. taking a low cost shipment. These estimatescan be made granular enough that the TSP can describe a costdifferential that would render sufficient profit (or reduced loss) forthe TSP to accept a shipment. Thus the required compensation tocompensate the TSP for additional fuel, wear and apportioned road usefees can be estimated and compared to a deadhead shipment. As analternative, the information can be used to give the TSP a range ofexpected prices, so that the TSP can elect to wait for a load ratherthan deadheading.

Conclusion

The process uses one or more computing devices with which to queryrespondents, gather the bids, obtain criteria for the transportationrequest, store the bids in an aggregated bid database, calculate bidcommissions or margins, match the bids from the aggregated bid databaseto provided prices transmit the bids, query other TSPs implementingparticular categories of transportation services, and to determine ifthe transportation request meets requirements for the furtherpredetermined category of transportation services based on the shippinglane. The one or more computing devices may be used to provideinformation concerning an identity of the TSP or contact information forthe TSP to the entity submitting the transportation request. Inaddition, the process uses one or more computing devices to provideestimates of times for further pick-ups, the effect of location and ofexternal factors on expected arrival times, calculating revenue, costand profit of backhauls or next leg trips. Further operations involvingone or more computing devices comprise querying at least one of on-linedatabases or the respondent concerning qualification criteria of theTSP, and to look up the respondent's reputation in one or more databasesand to query on-line databases concerning the qualification criteria ofthe TSP.

If multimodal transportation services meet acceptance criteria for thetransportation request, one or more computing devices may be used todetermine if the transportation request meets requirements for themultimodal transportation services based on the shipping lane, and toquery TSPs of multimodal transportation services One or more computingdevices may be used to determine a cost estimate for a destination legof the multimodal transportation services based on at least one ofhistoric data or current bid data. One or more computing devices may beused to generate the transportation documentation.

It will be understood that many additional changes in the details, stepsand procedures, which have been herein described and illustrated toexplain the nature of the subject matter, may be made by those skilledin the art within the principle and scope of the invention as expressedin the appended claims.

What is claimed is:
 1. A method for determining matches for load ortransportation services with transportation service providers andproviding estimated arrival times, the method comprising: receiving atransportation service request comprising a description of a load ortransportation service; using one or more computing devices to performone of selecting a bid from the database based on predetermined criteriaprovided by the entity requesting the transportation service orpresenting the received bids for selection by the entity requesting thetransportation service; making a selection of a transportation serviceprovider for meeting the transportation service request, and storingdata concerning at least one of a driver or a mobile device used by thedriver for the transportation service provider in a database; storing,on one or more databases, history of at least one of the transportationservice provider or the driver related to time factors comprising timein transit; storing, in a road condition database, a list of weatherconditions and anticipated effects on travel times on differentcategories of highways; communication a query to the transportationservice provider or driver concerning acceptance of mobile telephonetracking (opt in) by the transportation service provider or driverassociated with the bid, obtaining a mobile telephone number or otheridentifier of a mobile device, and storing the response with theaccepted bid; in the case of acceptance of mobile telephone tracking(opt-in) by the respondent without direct authorization by thetransportation service provider or operator, using one or more computingdevices to automatically communicate with the obtained mobile telephonenumber to confirm acceptance of mobile telephone tracking (opt in), andstoring an indication of the confirmation in one or more databases alongwith a confirmation descriptor; using one or more computing devices toaccess a mobile telephone location service to obtain locationinformation based on the mobile telephone number or other identifier ofa mobile device for the respondent and prior to pick up, after loadingthe shipment or upon initiating a transportation service, conditional onthe one or more computing devices obtaining consent using at least oneconsent procedure for implementing location services; using one or morecomputing devices to estimate a time of arrival estimate based on anestimation of a time for performing a delivery of the load or providingthe transportation service; obtaining at least one external factorexpected to affect transit time and adjusting the time of arrivalestimate according to the external factor to provide an adjusted time ofarrival estimate, said at least one external factor comprising weatherreports and forecasts, and further comprising real-time trafficconditions if available; using location tracking to provide updatedinformation on a location status of the load or transportation serviceprovider; using one or more computing devices to update the estimates ofthe time in transit and delivery time of the load or completion of thetransportation service, based on a combination of the location tracking,said at least one external factor; and using one or more computingdevices to apply the history of the transportation service provider ordriver to at least the time in transit, and to adjust the updatedestimates of the delivery time of the load in accordance with thehistory of the transportation service provider or the driver; using oneor more computing devices to compare the weather reports and forecastswith the list of weather conditions stored in the road conditiondatabase and rendering an adjustment factor for time in transit; usingone or more computing devices to adjust the estimate a time in transitand delivery time of the load or completion of the transportationservice according to the adjustment factor; using location tracking toprovide updated information on a location status of the load ortransportation service provider; and using one or more computing devicesto update the estimates of the time in transit and delivery time of theload or completion of the transportation service, based on a combinationof the location tracking and said at least one external factor byadjusting Dijkstra or similar map routing calculations to renderadjusted time of arrival estimates; using one or more computing devicesto render any alternative routing as determined by the adjusted maprouting calculations to render a similar or earlier time of arrivalestimate within a predetermined threshold; communicating informationconcerning the alternative routing to at least one of the transportationservice provider or driver; performing one of selecting a bid from thedatabase based on predetermined criteria or presenting pricescorresponding to the received load or transportation service bids forselection by the transportation service provider; determining acommunication preference, for time of arrival estimates, of at least oneof the entity requesting the transportation service and a receiver of ashipment as the transportation service or a destination contact;determining a selected bid and associating the selected bid with arespondent identified in the bid; communicating award of the selectedbid to the party providing the bid, and obtaining confirmation ofacceptance of the bid; communicating, to at least one of the entityrequesting the transportation service and the receiver of a shipment,estimates of changes in estimated time of arrival in accordance withsaid communication preference; calculating an anticipated turn-aroundtime for availability of the transportation service provider for asubsequent leg or backhaul and using the adjusted time of arrivalestimate and the anticipated turn-around time to estimate a time ofavailability of the transportation service provider for the subsequentleg or backhaul; and associating the availability of the transportationservice provider to accept a further transportation request,corresponding to the transportation service provider's capabilities, fora backhaul or additional leg and if the transportation service providerassociated with the accepted bid accepting said further transportationrequest, based on the estimated time of availability, and searching forsaid further transportation request comprising a description of a loador other transportation service based on an estimated time ofavailability.
 2. The method of claim 1, further comprising: in the eventof the adjustment factor resulting in a change in the estimate of thetime of availability of the transportation service provider for thesubsequent leg beyond a predetermined amount of change, offering theentity requesting the transportation service an opportunity to cancelthe selection of the transportation service provider for meeting thetransportation service request and to and reschedule transportationservice; determining the availability of an alternate transportationservice provider, and in the case of availability of the alternatetransportation provider, offering to the entity requesting thetransportation service an opportunity to select that alternatetransportation provider or another transportation service provider. 3.The method of claim 1, further comprising: in the case of thetransportation service provider associated with the accepted bidindicating a willingness to accept the further transportation request,determining an offer amount using, as a basis for the offer amount,information selected from at least one of the groups selected fromhistorical bid data, present bid data, historical bid data and dataindicating estimated prices for transportation services for the backhaulor additional leg.
 4. The method of claim 1, further comprising:calculating an estimated time of availability of said driver for abackhaul or additional leg based on the adjusted updated estimates ofthe delivery time, an estimated time of transit from the destination ofthe first shipment, and at least one factor selected from the groupconsisting of a driver's or operator's estimate of turn-around time tothe backhaul or additional leg, the driver history, and a generalestimate of turn-around time; and providing information concerning afurther shipping request for a backhaul or additional leg using theestimated time of availability.
 5. The method of claim 1, furthercomprising: calculating an estimated time of availability of said driverfor a backhaul or additional leg based on the adjusted updated estimatesof the delivery time, an estimated time of transit from the destinationof the first shipment, and at least one factor selected from the groupconsisting of a driver's or operator's estimate of turn-around time tothe backhaul or additional leg, the driver history, and a generalestimate of turn-around time; and providing information to thetransportation service provider concerning a further shipping requestfor a backhaul or additional leg using the estimated time ofavailability.
 6. The method of claim 1, further comprising: for at leastone bidder, calculating an estimated time of availability for a backhaulor additional leg; and providing information concerning a furthershipping request for a backhaul or additional leg.
 7. The method ofclaim 1, wherein the transportation service request comprises movementof cargo, goods, vehicles, containers or passengers.
 8. The method ofclaim 1, wherein the transportation service request comprisestransportation of passengers.
 9. The method of claim 1, wherein theparsing of the transportation request by extracting, by one or morecomputing devices, to obtain criteria for the transportation request,comprises parsing for: origin location of the load, destination locationof the load, time of availability of the load, weight, volume, materialor product description, timing requirements for pick-up and delivery, arequirement for intermediate stops or multiple pickups or deliveries,refrigeration or climate control requirements, any other physicalrequirements or characteristic of the load, type and purpose oftransport vehicle, value of load, and required qualifications of thetransportation service provider, and other data required by an entityproviding the transportation request concerning the transportationrequest; and in determining if the transportation service providerassociated with the accepted bid will accept a further transportationrequest for a backhaul or additional leg, searching for said furthertransportation request based on equipment type and capacity.
 10. Themethod of claim 9, wherein the estimate of time for performing adelivery of the load or provide the transportation service comprises:using one or more computing devices to estimate a time in transit anddelivery time of the load based on estimations of pick-up time, loadingtime, available pick-up hours for the origin location, mapping time anddistance calculations, and available delivery acceptance hours for thedestination location to provide at least one time of arrival estimate.11. The method of claim 1, further comprising: monitoring the furthertransportation request for a subsequent leg or backhaul as affected bythe time of arrival estimate; and in the event of a loss of thetransportation request for the subsequent leg or backhaul, from changesin the time, searching for a replacement further transportation request.12. The method of claim 1, further comprising: monitoring the furthertransportation request for a subsequent leg or backhaul as affected bythe time of arrival estimate; for the subsequent leg or backhaul,offering the entity requesting the transportation service an opportunityto cancel the selection of the transportation service provider formeeting the transportation service request and to and rescheduletransportation service; and in the event of a loss of the transportationrequest for the subsequent leg or backhaul, from changes in the time,offering the transportation service provider services in searching for areplacement further transportation request.
 13. The method of claim 1,further comprising: in the event the transportation service providerdoes not have a load or transportation service request for thesubsequent leg or backhaul, or the transportation service provider hasnot committed to fulfilling the transportation service request for thesubsequent leg or backhaul, using the adjusted time of arrival estimateto associate the availability of the transportation service provider toaccept the further transportation request.
 14. The method of claim 1,further comprising: in the event the adjusted time of arrival estimateaffects a subsequent leg or backhaul beyond a predetermined amount ofdelay, determining the availability of an alternate transportationservice provider to fulfill the transportation service for thesubsequent leg or backhaul; and in the case of availability of thealternate transportation service provider and acceptance of thealternate transportation service provider by the system, associating theavailability of the delayed transportation service provider to accept anew transportation request in accordance with the adjusted time ofarrival estimate.